Road and Rail Infrastructure III

Transcription

1 3 rd International Conference on Road and Rail Infrastructure April 2014, Split, Croatia Road and Rail Infrastructure III Stjepan Lakušić editor Organizer University of Zagreb Faculty of Civil Engineering Department of Transportation

2 3 rd International Conference on Road and Rail Infrastructure April 2014, Split, Croatia Title Road and Rail Infrastructure I I I, Proceedings of the Conference CETRA 2014 Edited by Stjepan Lakušić ISSN Published by Department of Transportation Faculty of Civil Engineering University of Zagreb Kačićeva 26, Zagreb, Croatia Design, layout & cover page minimum d.o.o. Marko Uremović Matej Korlaet Printed in Zagreb, CroATia by Tiskara Zelina, April 2014 Copies 400 Zagreb, April Although all care was taken to ensure the integrity and quality of the publication and the information herein, no responsibility is assumed by the publisher, the editor and authors for any damages to property or persons as a result of operation or use of this publication or use the information s, instructions or ideas contained in the material herein. The papers published in the Proceedings express the opinion of the authors, who also are responsible for their content. Reproduction or transmission of full papers is allowed only with written permission of the Publisher. Short parts may be reproduced only with proper quotation of the source.

3 Proceedings of the 3 rd International Conference on Road and Rail Infrastructures CETRA April 2014, Split, Croatia Road and Rail Infrastructure III Editor Stjepan Lakušić Department of Transportation Faculty of Civil Engineering University of Zagreb Zagreb, Croatia

4 3 rd International Conference on Road and Rail Infrastructure April 2014, Split, Croatia Organisation Chairmen Prof. Stjepan Lakušić, University of Zagreb, Faculty of Civil Engineering Prof. Željko Korlaet, University of Zagreb, Faculty of Civil Engineering Organizing Committee Prof. Stjepan Lakušić Prof. Željko Korlaet Prof. Vesna Dragčević Prof. Tatjana Rukavina Assist. Prof. Ivica Stančerić dr. Maja Ahac Ivo Haladin dr. Saša Ahac Josipa Domitrović Tamara Džambas All members of CETRA 2014 Conference Organizing Committee are professors and assistants of the Department of Transportation, Faculty of Civil Engineering at University of Zagreb. International Academic Scientific Committee Prof. Vesna Dragčević, University of Zagreb Prof. Isfendiyar Egeli, Izmir Institute of Technology Prof. Rudolf Eger, RheinMain University Prof. Ešref Gačanin, Univeristy of Sarajevo Prof. Nenad Gucunski, Rutgers University Prof. Libor Izvolt, University of Zilina Prof. Lajos Kisgyörgy, Budapest University of Technology and Economics Prof. Željko Korlaet, University of Zagreb Prof. Zoran Krakutovski, University of Skopje Prof. Stjepan Lakušić, University of Zagreb Prof. Dirk Lauwers, Ghent University Prof. Zili Li, Delft University of Technology Prof. Janusz Madejski, Silesian University of Technology Prof. Goran Mladenović, University of Belgrade Prof. Otto Plašek, Brno University of Technology Prof. Vassilios A. Profillidis, Democritus University of Thrace Prof. Carmen Racanel, Technical University of Civil Engineering Bucharest Prof. Tatjana Rukavina, University of Zagreb Prof. Andreas Schoebel, Vienna University of Technology Prof. Mirjana Tomičić-Torlaković, University of Belgrade Prof. Audrius Vaitkus, Vilnius Gediminas Technical University Prof. Nencho Nenov, University of Transport in Sofia Prof. Marijan Žura, University of Ljubljana 4

5 28 30 April 2014, Split, Croatia 3 rd International Conference on Road and Rail Infrastructure IMPACTS OF THE CONSTRUCTION OF THE PLANNED RESIDENTIAL AND BUSINESS COMPLEX ON THE ROAD NETWORK OF THE CITY OF MOSTAR Suada Džebo, Mirza Pozder University in Sarajevo, Faculty of Civil Engineering, Sarajevo Summary Mostar municipality is an area of great significance for Bosnia and Herzegovina, both for the natural resources and cultural heritage as well as for the fact that it occupies the central part of the territory of Herzegovina and extends to the middle part of the Neretva River. Therefore, it has become an important traffic point over which cross the roads of European, national and regional importance. This paper presents the results of the research of traffic on the road network of the City of Mostar over the plan period. Within the framework of the research, the analyses were performed on the impact of the construction of planned roads in relation to the current traffic volume on the existing ones. Also, the impact of the construction of the planned residential and business area on the traffic volume was explored and estimated. Keywords: planning, traffic, road network, traffic volume 1 Introduction Mostar is situated on the Pan-European transport corridor in the north-south direction, known as the Corridor Vc. Favourable geotraffical position and traffic connection constitute factors that have significantly influenced the development of Mostar as municipal, regional and national centre. Figure 1 shows the location of Mostar in relation to the Pan-European transport corridors and transport infrastructure of Bosnia and Herzegovina. The City of Mostar is a traffic intersection of the railroad Sarajevo-Ploče, the main road M17 and future freeway Sarajevo- Ploče. Two development directions are highlighted within the Mostar municipality area: the north-south (the valley of the Neretva River) and the east-west. Figure 1 Geotraffical position of Mostar Road Traffic Planning and Modelling 243

6 Considering the central functions of the Municipality and region, it is necessary to ensure the development of transport and communications towards all parts of the Municipality and the region, as well as their integration into organized urban network. The Northern part of the urban area of Mostar is a part of the whole which gains ever growing importance and enables taking over of the very important spatial functions. Within the urban zone Sjeverni logor it is planned to build a residential and business complex with 3000 residential units [1], Figure 2. Figure 2 Regulatory plan Sjeverni logor Mostar[2] The Study of Transport and Communications for the area of the City of Mostar [3] was drafted in However, the impact of construction of the residential and business complex within the area of Sjeverni logor to the traffic volume was not analysed or taken into account. That was the reason to perform research and analyse the traffic with an increased number of movements within this part of the city. 2 Methodology of research Since according to the Urban Plan of the City of Mostar it is planned to build a residential and business settlement of 3000 housing units within the area of Sjeverni logor, the calculation of production was performed using the following formula [4]: where: P = 3 V 500 (1) P V production; number of vehicles. The starting assumption was that each residential unit will own at least one vehicle. In that case, the number of vehicles would be 3000, and the production would be: P = = 8500 (veh/day) (2) 244 Road Traffic Planning and Modelling cetra rd International Conference on Road and Rail Infrastructure

7 Through the mentioned settlement it is planned to construct a four-lane road which would be connected by a bridge over the Neretva River with west bank, i.e. Kralja Tomislava Street. On the east side, the complex is connected to Maršala Tita Street southern from the intersection Mostar North. Using the corrected O-D (original destination) matrix, the traffic on the existing network and the network of planned roads was simulated. German software PTV Visum was used for simulation. The following scenarios were analyzed: Scenario 0 analyses the case of the existing road network of the City of Mostar without construction of the planned residential and business complex Sjeverni logor, Figure 3. Scenario I analyses the case of the construction of residential and business complex within the area Sjeverni logor including planned roads. The complex would be connected by a bridge to Kralja Tomislava Street running through the western part of the city, and on the east side connected to Maršala Tita Street southern of the intersection Mostar North, Figure 4. Scenario II is the case of construction of additional four-lane road running along the right bank of the Neretva River, connected with an additional bridge to the northern part of the complex, and northern from the intersection Mostar North connects with main road M17, Figure 5. Scenario III it is assumed that highway on the Corridor Vc and the South Bypass of the City would be constructed in addition to mentioned roads, Figure 6. It should be noted that, within the Spatial Plan, it is planned to construct the Northern Bypass of the City of Mostar, which was not considered in this paper. Since mentioned complex is located nearby the intersection at the northern entrance to the city (Mostar North), it is obvious that the construction of the complex will have the greatest impact to this intersection particularly. Traffic volume within the urban zone was observed simultaneously (screen lines G1 and G2). Traffic analysis has been performed for the time sections 2015, 2020, 2025 and 2030 (years). This paper presents the results for the end of the planning period when it is realistic to expect to have all the planned roads constructed. Comparison of the results was presented on the screen lines G1 and G2 within the urban zone, and U3, U4 and U5 at the access roads to the intersection Mostar North. The results of these simulations are shown in the following figures. Figure 3 Traffic volume Scenario 0 without planned residential area Road Traffic Planning and Modelling 245 cetra rd International Conference on Road and Rail Infrastructure

8 Figure 4 Traffic volume Scenario I with planned residential area and roads Figure 5 Traffic volume Scenario II with new road on the right side of the river 246 Road Traffic Planning and Modelling cetra rd International Conference on Road and Rail Infrastructure

9 Figure 6 Traffic volume Scenario III with the Corridor Vc and the South Bypass 3 Results of the research The results of the research are presented in Table 1. They refer to the last year of the planning period (2030), per previously described scenarios and per examined screen lines on the road network of the City of Mostar. Table 1 Traffic volume in 2030 on screen lines Traffic volume in 2030 [veh/day] City Intersection Mostar North Code G1 G2 U3 U4 U5 Scenario Scenario I Scenario II Scenario III Figure 7 presents a graph with percentage of increase or decrease of the traffic volume on the observed screen lines. On the screen line which goes through the centre of the city G1 it can be seen that in the case of Scenario I the traffic volume increases by 4.3%. In cases of Scenario II and Scenario III the traffic volume is reduced by 15.8% compared to the initial Scenario 0, Figure 7. At the G2 screen line the traffic volume is reduced in all three scenarios and even up to 69.6% in Scenario III. Regarding the screen line U3, the traffic volume in the case of Scenario I increases by 11.1%, while in Scenario II and Scenario III it decreases to 59.8%. The screen line U4, in the case of Scenario I, has increase of the traffic volume by significant 34.8%, while in two other scenarios occurs traffic relieve. The greatest traffic relieve occurs in case of Scenario II (by 30.0% compared to the initial scenario). Finally, on the screen line U5 in all three scenarios the increase of traffic volume occurs and in that case the least favourable is Scenario II. From the results presented in Table 1, it can be concluded that the intersection Mostar North will be overloaded following the construction of the planned complex. The Road Traffic Planning and Modelling 247 cetra rd International Conference on Road and Rail Infrastructure

10 reconstruction of this intersection into multilevel intersection would resolve traffic congestion at the intersection itself. However, without construction of the additional roads, the traffic volume on the access roads increases Scenario I (Figure 7.). In the case of Scenario II, traffic volume relieve occurs on all screen lines observed except on the screen line U3. However, it can be stated that the congestion problem at the intersection of the Mostar North only moves to newly projected intersection located on the main road M17. Figure 7 Percentage of increase/decrease of the traffic volume compared to Scenario 0 Finally, the Scenario III offers traffic volume relieve on the main road M17 and its intersections, because by the construction of the Corridor Vc and the South Bypass the road ring around the City of Mostar would be closed while the transit traffic and the part of the original-destination traffic would be moved to these roads. 4 Conclusion Based on the presented results of the research, it can be concluded that the planned construction of the residential and business complex impacts the traffic volume which should not be ignored. This impact reflects mostly at the intersection Mostar North. The roads that are planned as part of the residential and business complex affect the redistribution of traffic at the northern entrance to the city. It can also be concluded that traffic congestion can be resolved with: 1 The construction of bridges connecting the planned residential settlement with the right bank of the Neretva River; 2 The construction of the road on the right bank of the Neretva River connecting urban zone with the northern part of the city; 3 The construction of the Corridor Vc and the South Bypass of the city. References [1] Službeni glasnik Grada Mostara, Broj 11, pp 1098, [2] Regulacioni plan grada Mostara, [3] Studija saobraćaja i veza za područje grada Mostara, Građevinski fakulte u Sarajevu, [4] Rogers, M.: Highway Engineering, Department of Civil and Structural Engineering Dublin Institute of Technology Ireland, pp. 37, [5] User Manual, PTV VISUM 13, Karlsruhe, Germany, [6] PTV VISUM 13, Fundamentals, Karlsruhe, Germany, Road Traffic Planning and Modelling cetra rd International Conference on Road and Rail Infrastructure